Railway signaling system.



H. A. WAGNER.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED JUNE H, I908- I v 1 ,1 90,247. Patented July 4, 1916.

3 SHEETS-SHEET 1J WITNESSES:

H. A. WAGNER.

RAILWAY SIGNALING SYSTEM. APPLICATION FILED JUNE II. 1908.

' Patented July 4, 1916.

3 SHEETS-SHEET 2.

ATTORNEYS;

snmaruu. n c.

H. A. WAGNER. RAILWAY SIGNALING SYSTEM.

APPLICATION FILED JUNE II, I908. 1,190,247.

3 SHEETS-SHEET 3.

Fig. 3.

WITNESSES:

'IIgV I I l 4 I v IN [NT I? ATTOI? 78 Patented July 4, 1916.

HERBERT A. WAGNER, OF SHORT HILLS, NEW JERSEY.

RAILWAY SIGNALING SYSTEM.

Specification of Letters Patent.

Patented July 4:, 1916.

Application filed June 11, 1908. Serial No. 437,828.

To all whom it may concern 7 Be it known that I, HERBERT A. WAGNER,

a citizen of the United States, residing inv .necessarily limited to such use.

The object of my invention is, generally speaking, to provide an efficient and economical and reliable system which may be utilized in connection with the movable arms or semaphores of a railway block signal system, such arms and semaphores being automatically operated to advise the engineer as to the condition of the track in the block or blocks which he is approaching.

In making use of the terms, signal and signaling system, I do not intend to suggest that my invention is limited to this particular type of system but wish it to be understood that by such terms, which I have for purposes of simplicity used throughout this specification and throughout the claims, I include systems in which the automatic de vices may operate alarms or set switches or act upon a train circuit or act upon any other apparatus in such a way as automatically to give warning to an operator or to operate a train device to control the operation of the cars.

According to my invention a source of current, preferably an alternating current, is in operative relation to they rails at intervals, the current passing through a given length of rails, the circuit being completed through an electro-responsive device bridging a break in one of the rails or through two electro-responsive devices each bridging a break in one of the rails. The latter form is preferable where a second source of current for traction purposes is supplied, the rails forming the return path for the power current. Preferably the electro-responsive device or devices is or are a coil or coils constituting the primary of a transformer whose secondary supplies current which governs the action of a signal controlling relay. By breaking the rails in this manner and connecting these coils one across the break in each rail I am enabled to provide a system in which the signal, controlling current is confined to a given length of rail by bonds of negligible impedance, or I am onabled to provide a system in which the signal controlling circuit is normally an open one, being closed only by the wheels and axles of the moving train, and in each case I am enabled to utilize the entire current from the local source of signal controlling current in the primary of the relay transformer.

I havereferred throughout the specification and claims for purposes of simplicity, to the signal controlling circuit, as being a track or rail circuit controlled by the axles and wheels of a car. It will be understood that I have used this term because the rails and the wheels and axles of the train are at the present time generally used for this purpose, and it is desirable toavoid extra conductors and circuit closers, while, moreover, my system is such as to permit the use of the rails both for signaling current and as part of a circuit employed for other purposes.

The accompanying drawings illustrate my invention:

Figure 1 is a diagram of one embodiment of the invention showing a single home signal for each signal section. Fig. 2 is a similar diagram showing a modification of the track circuit and of the signal operating circuit. Fig. 3 is a modification of the arrangement of the relation between the relay and the track circuit shown in Fig. 1.

In Fig. 1, the track consists of two parallel lines of rails 11 and 12, shown broken, to indicate extended linear dimensions, and electrically discontinuous at the points z', where the electrical discontinuity may be due to insulating material, such as hard rubber or vegetable fiber. Along the track are a series of signal spaces or block sec-- tions or, y, and a. The sections-areprovided each with connections to a source of alterna'ting current, all of substantially identical characteristics, and so connected with the rails 11, 12, that a condition of no effective current flow exists, normally, in the sections, between the successive points of connection, that is, the rails are normally on open circuit. As shown these separate sources each consists of a coil 8, having its terminal connected respectively to the rails 11' and 12. In inductive relation to each coil 8 is a coil 17 in circuit with an alternating current generator a. A resistance 16 is in series in ing the car wheels and axles.

the circuit 14, 15, with each coil 17, and this gives said source a markedly drooping characteristic. The signal operating relay magnets m, each have .a coil 30 in a branch circuit 18, 19, from the circuit 9, 10, 141, 15. The movable member of each of said relays has a coil 31 supplied by a coil 29 in inductive relation to coil sections 27, 28, connected in the track circuit in series and bridging the break points 11 in the rails 11 and 12. The object of dividing this coil into two sections 27, 28, is to prevent magnetization by the propulsion current in the rails 11, 12, which is assumed to be a current flowing in the same direction in both parallel rails. The primary coil section 28 is connected by conductor 24, to points 25, 26, on opposite sides of the insulated point i in the rail 11, and the primary coil section 27 is connected by the conductor 21 with points 22, 23, upon opposite sides of the insulated point 2' in the rail 12. The latter connection I is reversed with respect to the former and the effect of the propulsion current is neutralized. The contact arm of relay m engages fixed contacts 32, 33, to close a local signaling circuit including conductors 15, 51,

and the signal operating mechanism 50.

Normally there is no effective current in rails 11, 12, between successive sources of alternating current because there is no path for current flow. The sources are like sources connected in parallel, neither can form a path for a flow of current from the other. Normally therefore there is no current in the coil 31 of the relay so that the relay arm is in its retracted position in which the signaling circuit, including the mechanism 50, is open, and the signal stands at danger.

When a car 0 approaches the point of con.- nection of a source of alternating current a, it short circuits said source and substantially lowers its electro-motive force (the coils 16 being provided as one way to give the source 8 a drooping characteristic) so that current from the next source in advance flows through coils 27, 28, which are between the two sources. This is effective to induce cur rent in coil 29, and from it to armature coil 31 of signal operating relay m. The relay is so designed and arranged that a current in this direction in coil 31 causes said coil to shift its position in its magnetic field and its contact arm completes the signal circuit at 32, 33, so that home signal 7% is drawn to its clear position. lVhen car 0 is between two signaling current sources, it closes two rail circuits, one through each source includ- The car 0 thus forms a dividing line between these two rail circuits and this dividing line travels with car 0. When car 0 passes the point of connection of the electro-responsive signal controlling coil 27, 28, it carries with it the dividing line between two rail circuits formed by its presence and the said coil is shifted from one rail circuit to the other, and as the currents in these two rail circuits flow in opposite directions the current is re versed in direction through coils 27, 28, and therefore through the relay. This reversed current causes a retracted movement of relay coil 31. The signal circuit is opened and signal it resumes the danger position. If danger conditions exist in advance of the car, in the entrance end of the next block beyond, the current from the source in advance has its electro-motive force lowered so that current'will not How from it to actuate the relay and clear the signal. The signa will therefore maintain its danger position. It will be seen from the foregoing description that each relay is operatively responsive only to .a current flow from a source ahead of the relay and is not responsive to any current flow from any source at the rear.

Referring to Fig. 2, the main signaling circuit is shown with additional means for normally dividing it into signaling blocks or sections a, g and 2, these consist of bonds 6 of conducting material having opposite ends connected to the opposite rails 11, 12. These bonds are of low, practically negligible impedance. Each source 8 of alternating current is here placed substantially in the middle of the signaling section, and these bonds 6 are placed substantially at the ends of the block. The home signal operating mechanism 50 is in a circuit 51, 52, 53, and there are two controlling relays m and a for each .ignal. The stationary coils of the relays m and n are each connected by conductors 18, 19, with the alternating current circuit 9, 10. The movable coil 31 of the relays m and n are each in circuit with a coil 29, and coil is in inductive relation with a primary coil in two sections 27 and 28. In each rail 11, 12, at the end of a signal section there is a point of elec trical discontinuity or an insulated section 2'. The primary coil section 27 bridges the in sulated point 2' in the rail 12, and the pri mary coil section 28 bridges the insulated section in the rail 11. The terminals of these two coils are re-versely connected so that propulsion current will flow through the coils in opposite directions, thus neutralizing its effect upon the relay. The rail circuit is normally closed and has normally an effective current flow due to the presence of the bond I). When a car 0 enters a signal section it shunts the bond and the portion of rail circuit between its wheels and the bond, and deprives the primary coil sections 27, 28, of current; relay m is retracted and opens normally closed signaling circuit 51, 52. This sets signal 7L at danger. lVhcre the main circuit is arranged as shown in Fig. 2, it is necessary to employ two relays m and a for each signal section. WVhatever the position of the car or train in the block it acts upon at least one of the two relays that control the signal for that block to open the signal operating circuit for that block and set the signal at danger. As the car 0 leaves a block under normal conditions, the relay m or n of that section closes the signaling circuit 51, 52, and the signal assumes its normal clear position.

The arrangement shown in Fig. 2 is a normal safety or normal clear system and there are normally closed signaling circuits and normally closed rail circuits; the arrangement of Fig. 1 is a normal danger system and the signal operating circuits and'rail circuits are all normally open. In case, however, one of the bonds Z) of Fig. 2 should break, unsafe conditions wouldarise if the relays were arranged to close the circuit regardlessof the direction of current in the track rails. Arranged as shown, however, if a bond is broken, that part of the system becomes a normal danger system substantially like that of Fig. 1. A car approaching the signal at the broken bond will clear the signal by reason of current flowing from the signaling current source, in the block guarded by the signal, to the car wheels. \Vhen the car passes the signal the signal relay responds negatively to current flowing to the car from the next source in the rear and assumes its retracted position, the signal operating circuit is opened and the signal set at danger.

In the modification shown at Fig. 3, the arrangement and connection is substantially identical with that shown and described with respect toFig. 1, except that the coil 29 in circuit with the relay armature 31 is provided with a single primary coil 28 and the rail 11 only is provided with insulating sections. Theterminals of the coil 28 are connected by the conductor 24 to opposite sides 25, 96, of the break point 2'.

\Vith the system above described any source of power current maybe supplied, one side of the power source being connected to the rails as a return conductor. I have illustrated in Fig. 2 a direct current source u thus connected, the positive terminal ofthe source being connected to the trolley t. It is preferable that the source of power current should produce a current of different characteristic from t iat of the signal controlling current. Thus if the power current is a direct current any alternating or pulsating current can be used as a signal controlling current, while if the power current is an alternating current, it is preferable that the signaling current should have a substantially different frequency from that of the power current. I

While I have shown and described several specific embodiments of my invention in some detail, I desire it to be understood that the principles of my invention may be embodied in systems departing in many respects from the particular details shown and described, the scope of my invention being defined by the appended claims.

What I claim and desire to secure by Letters Patent is: V

1. In a railway signaling system, the combination of track rails forming part of an electric power circuit, opposing sources of signaling current supplying the rails at intervals, said signaling sources having characteristics contrasting with the current of the power circuit, signals controlling traffic over the track sections between successive sources, a rail of the track having points of interrupted conductivity between successive sources and adjacent one of the sources, and means for controlling said signals including coils connected across the points of interrupted conductivity, whereby a train in its progressive movement along the rails subjects each coil successively to currents from the sources between which said coil is located. 1

2. In a railway, the combination of means for electric power distribution including track rails as part of the power circuit, means for automatic signaling including opposing sources of signaling current having different characteristics to that of the propelling current and connected to the rails at intervals to divide the rails into signaling sections, an insulating section in one rail adjacent one extremity of and within each signal section, and a signal controlling coil for each signal section having its terminals connected to the rail upon opposite sides of the insulating section and normally deenergized as to signal controlling cur rents.

3. In a railway, the combination of means for electric power distribution including track rails as part of the power circuit, and means for automatic signaling comprising a signal, opposing sources of signal controlling current having a different characteristic to that of the propelling current and supplying the rails at intervals and dividing the track into signaling sections, insulating sections in one of the rails at corresponding points in each signal section, a coil in each signal section connected across said insulating section and forming a section of the main return conductor for propulsion currents but normally deenergized as to signal currents,and an electroresponsive signal controlling device operatively connected to said coil and controlling the signal to indicate traffic along the'block.

4. In a railway, the combination with the track rails, of means for electric power distribution thereon including a power 'genera-* for automatic signaling thereon including a generator of current oi contrasting characteristics, means connecting the rails at intervals to form signaling sections and operatively connected with the said last generator to supply opposing signaling currents to the rails at the points of connection, one of'said rails having a point of interrupted conductivity adjacent the end of and within each signal section, and a signal controlling coil for each section connected at opposite sides of a point of interrupted conductivity and forming the connection for power currents around said point, but normally deenergized as to signal currents.

5. In a railway, the combination of track rails, of means for electric power distribution thereon including a direct current power generator connected to said traclr rails, means for automatic signaling on said railway, including a generator of alternating impulses of current, means connecting said rails at intervals to form signal sections and operatively connected with the said last generator to supply opposing signaling currents of like polarity to the rails at the points of connection, one of said rails having points of interrupted conductivity at corresponding points in each signal section, and signal controlling coils, one for each section, connected at opposite sides of the points of interrupted conductivity so as to form the conductor for propulsion currents around said points, but normally deenergized as to signaling currents.

6. In a railway signaling system, a signal, a source of signaling current, a track having a rail of interrupted conductivity, means connecting the rails at intervals to form signal sections and operatively connected with the source of signaling current to supply opposing currents to the rails at the points of connection thereto, and a transformer the primary of which has its terminals connected to said rail of interrupted conductivity on opposite sides of a point of interrupted conductivity and forming part of one of said signal sections, said primary being nor- .mally deenergized as to signal currents, and

a signal controlling relay operatively energized by said transformer to clear the signal.

7. In a railway signaling system, track rails, one of which is provided with points of interrupted conductivity, sources of supply therefor at intervals, said sources having drooping characteristics and supplying the rails of the track in parallel with each other, coils having their terminals connected to one of said track rails upon opposite sides of the points of interrupted conductivity, each of said sources being immediately rearward of one of said points of interrupted conductivity, and electroresponsive devices each arranged in operative relation to one of said coils.

8. In a railway signaling system, the combination of track rails one of which is provided with points of interrupted conductivity, signaling sourcessupplying the track at intervals, said sources having drooping characteristics and supplying the rails of the track in parallel relation with each other, each of said sources being immediately at the rear of a point of interrupted conductivity, coils respectively having their terminals connected to opposite sides of a point of in terrupted conductivity in said rail, and electroresponsive devices operatively connected each to an adjacent coil and each energized by currents of a direction depending upon the direction of current flowing in said coil.

9. In a railway signaling system, the combination of track rails one of which is provided with points of interrupted conductivity, signaling sources supplying the track at intervals, said sources having drooping characteristics and supplying the rails of the track in parallel relation with each other, each of said sources being immediately at the rear of a point of interrupted conductivity, coils having their terminals connected to opposite sides of points of interrupted conductivity in said divided rail, and electroresponsive devices having two relatively movable coils, one of which is supplied by current of a given direction, the other being operatively related to an adjacent coil across a point of interrupted conductivity to receive current therefrom, the direction of which depends upon the position of a car on the track with respect to said last coil.

1Q. In a railway signaling system, a track having cross conductors dividing it into sig naling sections, each section including a rail of interrupted conductivity, a source of signal controlling current supplying each section, a transformer having a primary coil connected across a point of interrupted conductivity within one of said sections and forming a part of said section, an electro responsive device operatively connected to the secondary of said transformer, and a signal controlled by said device and indi cating trafiic along the section.

11. In a railway signaling system, a track having a rail of interrupted conductivity, opposing sources of signal controlling current supplying said track, one on each side of a point of interrupted conductivity of said rail, a coil having its terminals connected to said rail upon opposite sides of said point of interrupted conductivity, an electroresponsive device having a normally magnetized member, and a second member energized by current from said coil and actuated in one direction or the other according to the presence of current in said coil from one of said sources or the other.

12. In a railway signaling system, a track including a rail of interrupted conductivity,

opposing sources of signal controlling current supplying said track one on each side of a point of interrupted conductivity, a coil having its terminals connected to said rail upon opposite sides of said point of interrupted conductivity, an electroresponsive device operatively connected to said coil and having relatively movable coils, one energized by current of a fixed direction relative to said sources, and the other energized by current corresponding in direction to that in the coil across the point of interrupted conductivitv.

13. In a railway signaling system, track rails of interrupted conductivity, a source of signal controlling current in operative relation therewith, a transformer having its primary composed of two windings, one winding connected to one rail upon opposite sides of a point of interrupted conductivity therein and the other coil connected to the other rail upon opposite sides of a corresponding point of interrupted conductivity therein, and an electro-responsive device in operative relation to the secondary coil of said transformer.

14. In a railway signaling system, a track having rails with points of interrupted conductivity, a source of signal controlling current in operative relation therewith, a transformer having its primary coil composed of two separate windings, one of said windings having its terminals connected to one rail of the track upon opposite sides of a point of interrupted conductivity therein, the other winding having its terminals reversely connected to the second rail upon opposite sides of a corresponding point of interrupted conductivity therein, and an electroresponsive device in operative relation to thevsecondary of said transformer.

15. In a railway signaling system, a track having rails with points of interrupted conductivity, a source of signal controlling current in operative relation therewith, a transformer having its primary composed of two separate windings, the terminals of one winding connected to one rail upon opposite sides of a point'of interrupted conductivity in said rail, the other winding having its terminals connected to the other rail upon opposite sides of a point of interrupted conductivity therein, an electro-responsive device in operative relation to the secondary of said transformer, and a signal circuit controlled by said electro-responsive device.

16. In a railway signaling system, track rails one of which is provided with an opening, sources of signal controlling current supplying said rails at opposite sides of the opening and having like poles connected to the same rail, a coil having its terminals connected across said opening and energized by current from one or the other of said sides of said coil and alternately energizing said coil depending upon the position of a car on said track with respect to said coil.

18. In a railway signaling system, a track having a rail divided by insulating sections, coils connected around said insulating sections, opposing sources of signaling current impressed upon said track on opposite sides of said coils, each pair of said sources adapted to alternately energize one of said coils depending upon the position of a car on the track, electro-responsive signal controlling devices operatively related to said coils, and a signal controlled by one of said devices and operated in response to the energization of one of said coils by current from only one of a pair of said sources.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

HERBERT A. WAGNER.

Witnesses:

ANNA DALY, EDWIN SEGER.

copies of this patent may be obtained for five cents each, by addressing the commissioner of Patents, Washington, D. G." 

